KR20220164127A - Lateral movement system for collision avoidance - Google Patents

Abstract

The present invention relates to an autonomous vehicle system or a driver assistance system. According to the present invention, an object in front of a traveling vehicle is detected, and it is determined whether or not a condition for a collision avoidance side surface movement system to operate is met. Further, the direction of side surface movement is determined, and the side surface movement is executed. The autonomous vehicle system of the driver assistance system of the present invention comprises: a plurality of sensors; a processor; and an actuator.

Description

Lateral movement system for collision avoidance}

The present invention relates to an autonomous vehicle system or a driver assistance system, which detects an object in front of a vehicle in motion, determines whether or not a condition in which a collision avoidance lateral movement system must operate, determines the direction of lateral movement, and a system for performing lateral movement.

An autonomous driving system or a driver assistance system refers to a system in which a vehicle drives by itself without a driver's intervention or a vehicle system intervenes in a driver's driving behavior to assist the driving behavior. Such an autonomous driving system or driver assistance system detects an object by monitoring a front view, determines a situation based on the sensed result, and controls the behavior of the vehicle based on the situation determination. For example, a sensor device mounted in a vehicle may detect an object in front and recognize a lane. Then, the processor installed in the vehicle determines whether the autonomous driving system or the driver assistance system is in a situation where the behavior of the vehicle must be controlled. In addition, a processor installed in a vehicle determines a method for controlling the behavior of the vehicle and outputs a control command to another device (eg, a brake, a steering wheel, etc.) that controls the behavior of the vehicle.

On the other hand, systems capable of avoiding collisions with objects in front are typically an Autonomous Emergency Brake (AEB) system, a Forward Vehicle Collision Mitigation System (FVCMS), pedestrian detection and collision There is a Pedestrian Detection and Collision Mitigation System (PDCMS).

The aforementioned AEB system, FVCMS, and PDCMS aim to avoid collision with a forward object, but do not consider the degree of risk of collision with an object. That is, the AEB system operates the brake when it is determined that there is a possibility of collision with a forward object, but does not consider the degree of collision possibility. FVCMS or PDCMS also operate steering or brake if it is determined that there is a possibility of collision with an object, but does not consider the degree of collision possibility.

Unlike the above AEB system, FVCMS, and PDCMS, the present invention determines the degree of risk or possibility of a collision unlike a forward object, and a new autonomous driving system or driver assistance system capable of avoiding a collision with a forward object only by steering operation. Its purpose is to provide

In the present disclosure, a collision avoidance lateral movement system includes: a plurality of sensors for detecting an object in front; a processor for determining an operating condition of the system, determining a direction of lateral movement, and outputting a lateral movement command; and an actuator that receives the lateral movement command and performs lateral movement of the vehicle.

The operating condition includes: a lateral speed condition of the object that is satisfied when the lateral speed of the object is smaller than a preset speed.

When the speed of the vehicle is higher than the maximum speed, the processor outputs a command to execute deceleration of the vehicle so that the speed of the vehicle is equal to or less than the maximum speed.

The vehicle includes a first type in which the system is automatically executed without driver's intervention and a second type in which the system is executed based on the driver's intervention.

The operating condition includes a vehicle speed condition satisfied when the moving speed of the vehicle is equal to or greater than the minimum speed and equal to or less than the maximum speed, and the maximum speed set for the second type is the maximum speed set for the first type. characterized by a higher

The processor of the vehicle of the first type may: determine an operating direction in a direction having a greater distance among a distance to a left lane and a distance to a right lane of the sensed object; determining an operation direction in a direction in which the other object does not exist when an object other than the target object is detected; determining the direction of motion in the direction opposite to the center lane; if a dynamic object other than the target object is detected, determining a motion direction in a direction opposite to the other dynamic object; and determining the slow driving lane direction as the direction of motion; Characterized in that the direction of the lateral movement is determined based on at least one of the following.

The processor of the second type of vehicle is characterized in that: determining the direction of the lateral movement based only on the driver's steering manipulation direction.

The processor of the first-type lance vehicle: outputs the lateral movement command within a limited range not to deviate from the lane when a lane exists, and when the lane does not exist, the lateral movement to be less than a preset movement amount It is characterized by outputting a command.

The state of the processor may include at least one of a system off state, a system standby state, and a system activation state.

According to the present invention, it is possible to avoid a collision with an object by determining the degree of risk or possibility of a collision with a forward object and generating only lateral movement of the vehicle when the risk or possibility of collision is low.

In addition, according to the present invention, the vehicle is controlled only to a degree of low risk or possibility of collision, and since the control generates only lateral movement of the vehicle, collision with an object can be avoided with minimal vehicle control.

1 is a block diagram showing components of a vehicle according to the present invention.
2 is a block diagram illustrating the operation of a collision avoidance lateral movement system according to the present invention.
3 is a diagram for explaining operating conditions of the collision avoidance lateral movement system according to the present invention.
4 is a diagram for explaining an overlap condition according to the present invention.
5 is a diagram for explaining a speed condition of a vehicle according to the present invention.
6 is a diagram for explaining a passing space condition according to the present invention.
7 is a diagram for explaining a lateral speed condition of an object according to the present invention.
8 is a diagram for explaining motion direction determination according to the present invention.
9 is a diagram for explaining a lateral movement operation according to the present invention.
10 is a diagram for explaining two types of collision avoidance lateral movement system according to the present invention.
11 is a block diagram illustrating state changes of the collision avoidance lateral movement system according to the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may be embodied in many different forms and is not limited to the embodiments described herein.

In order to clearly describe the present invention, parts irrelevant to the description are omitted, and the same reference numerals are assigned to the same or similar components throughout the specification.

Throughout the specification, when a part is said to be "connected" to another part, this includes not only the case where it is "directly connected" but also the case where it is "electrically connected" with another element interposed therebetween. . In addition, when a certain component is said to "include", this means that it may further include other components without excluding other components unless otherwise stated.

When a part is referred to as being “on” another part, it may be directly on top of the other part or may have other parts in between. In contrast, when a part is said to be “directly on” another part, there are no other parts in between.

Terms such as first, second and third are used to describe, but are not limited to, various parts, components, regions, layers and/or sections. These terms are only used to distinguish one part, component, region, layer or section from another part, component, region, layer or section. Accordingly, a first part, component, region, layer or section described below may be referred to as a second part, component, region, layer or section without departing from the scope of the present invention.

The terminology used herein is only for referring to specific embodiments and is not intended to limit the present invention. As used herein, the singular forms also include the plural forms unless the phrases clearly indicate the opposite. The meaning of "comprising" as used herein specifies particular characteristics, regions, integers, steps, operations, elements and/or components, and the presence or absence of other characteristics, regions, integers, steps, operations, elements and/or components. Additions are not excluded.

Terms indicating relative space, such as “below” and “above,” may be used to more easily describe the relationship of one part to another shown in the drawings. These terms are intended to include other meanings or operations of the device in use with the meaning intended in the drawings. For example, if the device in the figures is turned over, certain parts described as being “below” other parts will be described as being “above” the other parts. Thus, the exemplary term "below" includes both directions above and below. The device may be rotated through 90° rotation or other angles, and terms denoting relative space are interpreted accordingly.

Although not defined differently, all terms including technical terms and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the art to which the present invention belongs. Terms defined in commonly used dictionaries are additionally interpreted as having meanings consistent with related technical literature and currently disclosed content, and are not interpreted in ideal or very formal meanings unless defined.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. However, the present invention may be implemented in many different forms and is not limited to the embodiments described herein.

1 is a block diagram showing components of a vehicle according to the present invention.

Referring to FIG. 1 , sensors 11 to 15 capable of sensing or communicating with the front and surroundings of a vehicle, a processor 20 receiving sensing data from the sensors 11 to 15 to determine a situation, and Controllers 31 to 37 that receive a control command from the processor 20 and perform behavior control of the vehicle are shown.

The camera sensor 11 is a device that senses an image of a subject photographed through a lens, processes the sensed image, and outputs processed image data. The camera sensor 11 may include an image sensor and an image processor. Such a camera sensor 11 may sense a front view, a side view, and a rear view of the vehicle. To this end, a plurality of camera sensors 11 may be mounted in a vehicle.

The lidar sensor 12 may be composed of a laser transmission module, a laser detection module, a signal collection and processing module, and a data transmission/reception module, and the light source of the laser has a wavelength in the wavelength range of 250 nm to 11 μm or has a variable wavelength. Available laser light sources may be used. In addition, the lidar sensor 12 is classified into a time of flight (TOF) method and a phase shift method according to a modulation method of a signal. LiDAR sensor 12 is typically used to sense an area in front of a vehicle. The lidar sensor 12 is located on the inside front of the vehicle, specifically, under the windshield, or mounted on the outside front of the vehicle, specifically, inside the grill of the vehicle, to transmit and receive a laser light source. However, it is not limited thereto and may be mounted in another location of the vehicle, and may also sense other areas (side or rear side) of the vehicle.

The radar sensor 13 is a sensor device that uses electromagnetic waves to measure the distance, speed, or angle of an object. The radar device may use a frequency modulated carrier wave (FMCW) or pulse carrier method, and may detect, for example, an object up to 150 m ahead in a horizontal angle range of 30 degrees. The radar sensor 13 typically uses a 77 GHz band radar or another suitable band, and senses the front, rear, and side areas of the vehicle. Information obtained from the radar sensor 13 may be used for ADAS technology such as adaptive cruise control (ACC).

The GPS sensor 14 is a device capable of measuring the location, speed and time of a vehicle using communication with satellites. Specifically, the GPS sensor 14 is a device that measures the delay time of a radio wave emitted from a satellite and obtains a current position from a distance from an orbit.

The V2X sensor 15 is a device that performs vehicle-to-vehicle communication (V2V), vehicle-to-infrastructure communication (V2I), and vehicle-to-mobile communication (V2N). The V2X sensor 15 may include a transceiver capable of transmitting and receiving radio frequencies. As an example of V2X communication, there may be a wireless communication method such as 4G / LTE, 5G, WiFi, Bluetooth, and the like. The V2X sensor 15 may receive other vehicle information, for example, location, moving speed, etc. through communication, and may receive traffic information, for example, traffic congestion, whether or not an accident has occurred ahead, Entertainment information, for example, video streaming, music streaming, news, and the like may be received.

The processor 20 is a device that processes sensing data received from the sensors 11 to 15 . For example, the processor 20 may be a micro controller unit (MCU) of a vehicle. When the sensors 11 to 15 detect an object in front, the processor 20 according to the present invention may receive sensing data to determine whether the behavior of the vehicle needs to be controlled. The processor 20 also determines how to control the behavior of the vehicle, and the behavior of the vehicle to be controlled may include a direction of movement, and more specifically may include moving to the right or moving to the left. Also, the processor 20 may output a control command to the controllers 31 to 37 that control the behavior of the vehicle. The processor 20 according to the present invention not only determines the possibility of collision with a forward object, but also determines whether the possibility of collision is high or low, and determines that the vehicle behavior must be controlled when the possibility of collision is low. can Accordingly, collision with an object can be avoided by generating only lateral movement of the vehicle, and collision with an object can be avoided with minimal vehicle control by generating only lateral movement of the vehicle.

The controllers include a driver warning controller 31, a head lamp controller 32, a vehicle attitude control controller 33, a steering controller 34, an engine control controller 35, a suspension controller 36, a brake controller 37, and the like. can include

The driver warning controller 331 may generate an audio, video, or haptic warning signal to warn the driver of a specific dangerous situation. For example, in order to output a warning sound, the driver warning controller 33 may output a warning sound using a vehicle sound system. Alternatively, to display the warning message, the driver warning controller 33 may output the warning message through the HUD display or the side mirror display. Alternatively, to generate a warning vibration, the driver warning controller 33 may operate a vibration motor mounted on the steering wheel.

The headlamp controller 32 is located in front of the vehicle and may control a headlamp that secures a driver's view of the front of the vehicle at night. For example, the headlamp controller 32 performs high beam control, low beam control, left and right auxiliary lamp control, adaptive headlamp control, and the like.

The vehicle attitude control controller 33 is referred to as VDC (vehicle dynamic control) or ESP (electrical stability control), and electronic equipment is used when the behavior of the vehicle becomes rapidly unstable due to the driver's urgent steering wheel operation or the condition of the road surface. Interventions can perform controls that correct the vehicle's behavior. For example, when sensors such as a wheel speed sensor, a steering angle sensor, a yaw rate sensor, and a cylinder pressure sensor sense steering wheel manipulation and the driving direction of the steering wheel and the wheels are misaligned, the vehicle attitude control controller (33 ) performs control to distribute the braking force of each wheel by using a brake anti-locking function (ABS).

The steering controller 34 controls the electric power steering system (MPDS) that drives the steering wheel. For example, when a vehicle collision is expected, the steering controller 34 controls steering of the vehicle in a direction capable of avoiding the collision or minimizing damage.

When the processor 20 receives data from the oxygen sensor, air volume sensor, and manifold absolute pressure sensor, the engine control controller 35 controls components such as the injector, throttle, and spark plugs according to a control command from the processor 20. play a role

The suspension controller 33 is a device that performs motor-based active suspension control. Specifically, the suspension controller 36 variably controls the damping force of the shock absorber to provide a soft ride during normal driving, and to provide a hard ride during high-speed driving and attitude change to ensure ride comfort and driving stability. In addition, the suspension controller 36 may also perform height control, attitude control, and the like, in addition to damping force control.

The brake controller 37 controls whether the brakes of the vehicle are operated or not and controls the leg power of the brakes. For example, when a frontal collision is expected, the brake controller 37 automatically controls the emergency brake to be applied according to the control command of the ECU 320 regardless of whether the driver has applied the brake. The brake controller 37 may also control the lateral movement of the vehicle by generating a lateral brake control. For example, when braking force is generated only on the left wheel by the brake controller 37, the vehicle moves in the left direction, and when braking force is generated only on the right wheel, the vehicle can move in the right direction.

Meanwhile, according to the above description using this drawing, the sensors, the processor, and the controller have been described as independent components, but it should be understood that they are not necessarily limited thereto. Two or more sensors can be integrated into one sensor, two or more sensors can work with each other, two or more sensors and a processor can be integrated into one device, and two or more controllers can be integrated into one controller. It can be integrated, two or more controllers can work with each other, and two or more controllers and a processor can be integrated into one device.

2 is a block diagram illustrating the operation of a collision avoidance lateral movement system according to the present invention.

Referring to FIG. 2 , the collision avoidance lateral movement system may be configured to detect a forward object ( 210 ). For example, a collision avoidance lateral movement system may include a plurality of sensors. For example, the plurality of sensors may include a camera sensor, lidar sensor, radar sensor, GPS sensor, V2X, and the like. Forward objects may include, for example, dynamic objects such as people, cars, and cyclists, and static objects such as parked cars, falling rocks, and road signs.

Referring to FIG. 2 , the collision avoidance lateral movement system may be configured to determine an operating condition ( 220 ). For example, a collision avoidance lateral movement system may include a processor. As described above, the processor may receive sensing data obtained by detecting a front object by a plurality of sensors, and may determine an operating condition based on the received sensing data. It will be described with reference to FIG. 3 .

3 is a diagram for explaining operating conditions of the collision avoidance lateral movement system according to the present invention. The operating conditions of the collision avoidance lateral movement system according to the present invention may include at least one of an overlap condition, a vehicle speed condition, a passing space condition, and a lateral speed condition of an object.

Specifically, the overlap condition is that the operation condition of the collision avoidance lateral movement system is satisfied when the lateral overlap of the vehicle and the object is equal to or greater than a minimum ratio compared to the vehicle lateral length (full width). In addition, as for the speed condition of the vehicle, the operating condition of the collision avoidance lateral movement system is satisfied when the moving speed of the vehicle is equal to or greater than the minimum speed and equal to or less than the maximum speed. In addition, the passing space condition is a case in which the operation condition of the collision avoidance lateral movement system is satisfied when the distance between the lane and the object is greater than the lateral length of the vehicle. In addition, the lateral speed condition of the object is a case in which the operation condition of the collision avoidance lateral movement system is satisfied when the lateral speed of the object is smaller than the preset speed.

First, reference will be made to FIG. 4 to explain the overlap condition.

4 is a diagram for explaining an overlap condition according to the present invention. Referring to FIG. 4 , a vehicle 410 and an object 420 are shown. The transverse length 411 of the vehicle may be referred to as the overall width. As described above, the overlap condition is when the lateral overlap 430 of the vehicle 410 and the object 420 is greater than the minimum ratio compared to the lateral length 411 of the vehicle, the operation condition of the collision avoidance lateral movement system is satisfied. is to do That is, the ratio may be a value calculated by taking the vehicle yellow direction length 411 as the denominator and the lateral overlap 430 as the numerator. For example, the minimum percentage may be 10%. The overlap condition proposed in the present invention is to prevent unnecessary or excessive lateral movement control. For example, when the minimum ratio is set low or set to 0%, lateral movement control occurs only with the presence of an object in front, which leads to harm to the driver's driving convenience. However, as in the present invention, excessive lateral movement control can be prevented by setting the minimum ratio for satisfying the overlap condition.

Reference will be made to FIG. 5 to describe the speed condition of the vehicle according to the present invention.

5 is a diagram for explaining a speed condition of a vehicle according to the present invention. As described above, the operating condition of the collision avoidance lateral movement system is satisfied when the moving speed of the vehicle is equal to or greater than the minimum speed and equal to or less than the maximum speed. Specifically, the vehicle speed condition may include a low speed condition and a high speed condition. The minimum speed of the low speed condition may be 12 m/s or less, and the maximum speed of the low speed condition may be 13 m/s or more. Also, the difference between the minimum speed and the maximum speed may be greater than or equal to 5.5 m/s. Accordingly, when the speed of the vehicle is between the minimum speed (eg, 10 m/s) and the maximum speed (eg, 16 m/s), it may be determined that the operating condition of the collision avoidance lateral movement system is satisfied. The minimum speed of the high speed condition may be 17 m/s or less, and the maximum speed of the high speed condition may be 20 m/s or more. Likewise, the difference between the minimum and maximum speeds may be greater than or equal to 5.5 m/s. Accordingly, when the speed of the vehicle is between the minimum speed (eg, 15 m/s) and the maximum speed (eg, 21 m/s), it may be determined that the operating condition of the collision avoidance lateral movement system is satisfied. For example, a low speed condition may be applied in a city driving situation. High speed conditions can be applied in highway driving or out-of-town driving situations. By setting the minimum speed as in the present invention, unnecessary lateral movement control can be prevented. For example, if the vehicle is driving at a speed lower than the minimum speed, the degree of damage occurring in a collision is low, and the possibility that an object (eg, a pedestrian or another vehicle) actively avoids a collision is high. to be. In addition, by setting the maximum speed as in the present invention, it is possible to activate other driver assistance systems at a higher level. The collision avoidance lateral movement system proposed in the present invention aims to achieve movement past an object by steering avoidance without performing deceleration braking of the vehicle, which is different from other driver assistance systems (e.g., AEB, FVCMS) that perform braking. , PDCMS, etc.) is performed to achieve autonomous/semi-autonomous driving with minimal control. Thus, when the vehicle is at a higher than maximum speed, it may not perform lateral movement control, but instead activate a driver assistance system aimed at more active control.

Meanwhile, when the speed of the vehicle is greater than the maximum speed, deceleration control may be additionally performed so that the speed of the vehicle is lower than the maximum speed. For example, when the speed of the vehicle is greater than the maximum speed according to the present condition, the collision avoidance lateral movement system according to the present invention does not operate in principle. However, when the value obtained by subtracting the maximum speed from the speed of the vehicle is less than or equal to the predetermined value, deceleration control may be performed so that the speed of the vehicle is less than the maximum speed. For example, if the maximum speed according to the speed conditions is 13 m/s, the preset value is 5 m/s, and the vehicle speed is 17 m/s, deceleration control is performed so that the vehicle speed is less than 13 m/s. can be performed. Through such deceleration control, the degree of freedom of autonomous/semi-autonomous driving can be further increased by activating the collision avoidance lateral movement system according to the present invention.

Referring to FIG. 6 to explain the passing space condition according to the present invention.

6 is a diagram for explaining a passing space condition according to the present invention. Referring to FIG. 6 , a vehicle 510 , an object 520 and two lanes 550 are shown. Lane 550 refers to the left and right lanes that define the driving lane of vehicle 510 . As described above, the passing space condition is a case where the operating condition of the collision avoidance lateral movement system is satisfied when the distance between the lane 550 and the object 540 is greater than the lateral length 511 of the vehicle 510. . Unlike other driver assistance systems (e.g., AEB, FVCMS, PDCMS, etc.) that perform control involving braking when a risk of collision is detected, the collision avoidance lateral movement system according to the present invention minimizes active control and avoids collision only by steering. While aiming to overtake and drive by avoiding the object, secondary collisions with other vehicles or road features must also be prevented. Therefore, the collision avoidance lateral movement system according to the present invention should perform lateral movement without leaving the lane in which the vehicle 510 is driving. Accordingly, when the distance between the lane 550 and the object 540 is smaller than the lateral length 511 of the vehicle 510 according to the passing space condition, the lateral movement is not executed because the operating condition is not satisfied. On the other hand, since there are lanes in two directions, left and right, based on the object, there may also be two distances 540 between the object and the lane, and in determining the passing space condition, the larger of the two distances is used as a criterion. It is generally desirable to judge. Alternatively, in the case of a compact vehicle, the lateral length 511 of the vehicle 510 may be small, and thus both the distance to the left lane and the distance to the right lane based on the object may satisfy the passing space condition. In this case, it can be determined that the passing space condition is satisfied.

Reference will be made to FIG. 7 to describe the lateral speed condition of the object according to the present invention.

7 is a diagram for explaining a lateral speed condition of an object according to the present invention. Referring to FIG. 7 , a vehicle 710 and an object 720 are shown. As described above, the object 720 includes both static objects and dynamic objects. In the case of a dynamic object, it can have both longitudinal speed and lateral speed, and the collision avoidance lateral movement system according to the present invention does not consider the longitudinal speed, but considers only the lateral speed (V_obj_lat) to determine whether the condition is satisfied. judge As described above, the lateral "??* speed condition of the object is a case where the operating condition of the collision avoidance lateral movement system is satisfied when the lateral speed of the object is smaller than the preset speed. For example, the preset speed is Therefore, when the lateral speed (V_obj_lat) of the object 720 is 2 km/h or more, the lateral movement control is not executed because the operating condition is not satisfied. By setting conditions, it is possible to activate other driver assistance systems at a higher level.The collision avoidance lateral movement system proposed in the present invention prevents movement past an object by steering avoidance without performing deceleration braking of the vehicle. This is to achieve autonomous/semi-autonomous driving with minimal control before other driver assistance systems (eg, AEB, FVCMS, PDCMS, etc.) that perform braking are performed. Therefore, the object 720 )'s lateral "??* speed (V_obj_lat) is higher than the preset speed, it will be possible to activate a driver assistance system targeting more active control instead of performing lateral movement control. In addition, the lateral speed condition has technical significance in performing a collision avoidance operation only when the lateral movement of an object is static. For example, in recognizing a pedestrian through a sensor, the reliability of the sensor is low, and the pedestrian is capable of instantaneous acceleration and deceleration due to its characteristics. Therefore, performing the collision avoidance operation according to the present invention when the object's lateral movement speed is higher than the preset speed (i.e., when the object's lateral movement is dynamic) results in 2 errors due to malfunction or miscontrol of the function. Problems that increase the possibility of secondary collisions will arise.

Reference is again made to FIG. 2 to describe the motion direction determination of the collision avoidance lateral movement system. Referring to FIG. 2 , the collision avoidance lateral movement system may be configured to determine a direction of motion ( 230 ). For example, the collision avoidance lateral movement system may include a processor and, as described above, when it is determined that the operating condition of the collision avoidance lateral movement system is satisfied, whether the direction in which the vehicle is moving is left or right. can judge

Reference is made to FIG. 8 to describe motion direction determination according to the present invention.

8 is a diagram for explaining motion direction determination according to the present invention. The collision avoidance lateral movement system according to the present invention aims to avoid a collision between a vehicle and an object and minimize the risk of collision by only lateral movement before a more active driver assistance system involving braking intervenes. To achieve this, the operating direction or the moving direction of the vehicle may be determined based on criteria including the following criteria.

The distance of the sensed object to the left lane and the right lane may be determined, and an operation direction may be determined in a direction having a large distance. For example, when the distance between the object and the right lane is greater than the distance between the object and the left lane, the right direction may be determined as the operation direction. Similarly, when the distance between the object and the right lane is smaller than the distance between the object and the left lane, the left direction may be determined as the operation direction. Due to such a direction determination criterion, it is possible to make a lateral movement in a direction in which the possibility of collision with an object is lower.

Also, when an object other than the target object is detected, a direction in which the other object does not exist may be determined as the motion direction. For example, on a multi-lane road, there may be a preceding vehicle or a following vehicle in the left and right lanes. Accordingly, when another object such as another vehicle is detected, a direction in which the other object does not exist may be determined as the motion direction. Due to such a direction determination criterion, the risk of secondary collision with another object as well as the risk of collision with the target object can be removed.

Also, when a yellow lane, which is the center lane, is detected, a direction opposite to the center lane may be determined as the motion direction. For example, in the case of left handed driving in which a driver's seat is installed on the left side of the vehicle, as in Korea, the center lane is located on the left side of the vehicle. When an object is detected while the vehicle is driving in the first lane, a right direction opposite to the center lane may be determined as the operation direction. Due to the direction determination criterion, the risk of collision with a vehicle traveling in the opposite lane can be eliminated.

Also, when an object other than the target object is detected and the other object is determined to be a dynamic object, a direction opposite to the other object may be determined as the motion direction. In the case of a dynamic object, there is a possibility of encroaching on a lane in which a vehicle travels due to its mobility, and thus, the risk of collision with other dynamic objects can be eliminated due to the direction determination criterion.

In addition, the direction of the low-speed driving lane may be determined as the direction of operation. For example, in the case of left-handed driving on a highway, the left lane is legalized as an overtaking lane and the right lane as a low-speed driving lane. Therefore, by determining the low-speed driving lane as the operating direction, the possibility of a secondary collision can be reduced, and even if a secondary collision occurs, the degree of the collision can be mitigated. In addition, when the driver has an intention to change direction , the intended direction may be determined as an operation direction. For example, when an object is detected and there is a driver's steering manipulation even before or after intervening in the collision avoidance lateral movement system, the manipulation direction may be determined as the motion direction. In this case, a lateral movement may be performed with the aim of assisting the driver's steering. That is, it is possible not to hinder the driver's intended direction or manipulation direction.

Again referring to FIG. 2 , the collision avoidance lateral movement system may be configured to execute a lateral movement action ( 240 ). For example, the collision avoidance lateral movement system may include a processor, and may output a control command when an operating direction of the collision avoidance lateral movement system is determined as described above. The output control command may be transmitted to a controller that moves the vehicle. For example, a control command may be transmitted to a steering controller, and the steering controller may cause an actuator (eg, Motor Driven Power Steering (MDPS)) to operate the steering of the vehicle. In another example, the steering controller may be transmitted to a brake controller, and the steering controller may perform lateral movement of the vehicle by activating the vehicle's side brake.

Referring to FIG. 9 , the execution of a lateral movement operation will be described.

9 is a diagram for explaining a lateral movement operation according to the present invention. Referring to FIG. 9 , a vehicle 711 performing side avoidance in the right direction and a vehicle 712 performing side avoidance in the left direction are shown.

When the vehicle 711 detects the object 721 ahead and the operating condition is satisfied, the operating direction may be determined in the right direction. Accordingly, the vehicle may avoid a collision with the object 721 by performing a lateral movement in the right direction.

Similarly, when the vehicle 712 detects the object 722 ahead and the operating condition is satisfied, the operating direction may be determined to the left. Accordingly, the vehicle may avoid a collision with the object 722 by performing a lateral movement in the left direction.

The purpose of the collision avoidance lateral movement system proposed in the present invention is to achieve movement past an object by steering avoidance without performing deceleration braking of the vehicle. This is to achieve autonomous/semi-autonomous driving with minimal control before other driver assistance systems (eg, AEB, FVCMS, PDCMS, etc.) performing braking are performed. Therefore, it is possible to eliminate the risk of collision without compromising driving comfort of the occupant through minimal movement control before active braking is performed.

10 is a diagram for explaining two types of collision avoidance lateral movement system according to the present invention.

The collision avoidance lateral movement system according to the present invention may include a first type (type 1) and a second type (type 2).

The first type refers to a type in which the system automatically starts without a driver's intervention, and the second type refers to a type in which the system starts when there is a driver's intervention. Specifically, the first type is a type in which the system automatically intervenes when a driver does not react to an object when a collision with an object is urgent. A system according to the first type may determine whether an operating condition is met, determine a direction of movement if the condition is satisfied, and execute a lateral movement of the vehicle according to the direction of movement. The second type is the type that is executed when the driver operates the system, determines whether the operating conditions are satisfied, and if so, the direction of movement is determined according to the driver's intended direction or operation direction, and the driver's steering It is a type that assists in generating steering torque when the torque is insufficient to avoid a collision.

The operating condition according to the first type may include at least one of an overlap condition, a vehicle speed condition, a passing space condition, and an object lateral speed condition. In contrast, the operating condition according to the second type may include at least one of an overlap condition, a vehicle speed condition, and a passing space condition. Each condition is the same as described above with reference to FIGS. 3 to 7 . Specifically, since the first type is a type in which the system automatically initiates a side avoidance operation without the driver's intervention, it is necessary to determine the lateral speed of the object as a condition for determining whether or not to intervene. As described above, according to the present invention, the collision avoidance operation is performed when the object's lateral movement speed is lower than the preset speed, but the collision avoidance operation is not performed when the object's lateral movement speed is higher than the preset speed. . For example, the preset speed may be 2 km/h. The lateral speed condition applied to the first type has technical significance in that the collision avoidance operation is performed only when the lateral movement of the object is static. For example, in recognizing a pedestrian through a sensor, the reliability of the sensor is low, and the pedestrian is capable of instantaneous acceleration and deceleration due to its characteristics. Therefore, performing the collision avoidance operation according to the present invention when the object's lateral movement speed is higher than the preset speed (i.e., when the object's lateral movement is dynamic) results in 2 errors due to malfunction or miscontrol of the function. Problems that increase the possibility of secondary collisions will arise. On the other hand, since the second type is a type in which the system assists the side avoidance operation when there is a driver's intervention, there is no need to assume the above-described lateral movement speed condition.

However, among the vehicle speed conditions, the maximum speed of the second type may be set higher than that of the first type. Specifically, in the first type, when an object is detected, processing to determine the movement direction is performed, but in the second type, processing to determine the movement direction is not performed, and the movement direction is determined in the driver's manipulation direction or intended direction. In addition, the type and number of sensors activated to sense a target object, other objects, lanes, etc. to determine a moving direction are also greater in the first type than in the second type. Therefore, in the case of the first type, a delay may occur until the operation of the system, whereas the delay generated in the second type is relatively insignificant. Therefore, in the case of the first type, the risk of collision caused by the delay can be reduced by setting the maximum speed at which the operation starts low.

The movement direction determination according to the first type may be determined based on at least one criterion among a plurality of criteria. On the other hand, determination of the moving direction according to the second type may be determined by the driver's intended direction or manipulation direction. Specifically, the moving direction according to the first type may determine the distance to the left lane and the right lane of the sensed object, and determine the motion direction in a direction having a large distance. For example, when the distance between the object and the right lane is smaller than the distance between the object and the left lane, the left direction may be determined as the operation direction. Also, when an object other than the target object is detected, a direction in which the other object does not exist may be determined as the motion direction. Also, when a yellow lane, which is the center lane, is detected, a direction opposite to the center lane may be determined as the motion direction. Also, when an object other than the target object is detected and the other object is determined to be a dynamic object, a direction opposite to the other object may be determined as the motion direction. In addition, the direction of the low-speed driving lane may be determined as the direction of operation. Determination of the movement direction is the same as described above with reference to FIG. 8 .

The amount of lateral movement according to the first type may be limited. For example, when a lane exists, lateral movement may be performed within a range in which the vehicle does not deviate from the lane. If the lane does not exist, the maximum amount of lateral movement may be less than a preset value. For example, the maximum amount of lateral movement can be set to 7.5 m. On the other hand, the amount of lateral movement according to the second type may not be limited. This is because, in the case of the second type, assistance is provided to the insufficient amount of the driver's steering torque, and if the steering torque is insufficient, the assistance of lateral movement must be continued.

11 is a block diagram for explaining the state change of the collision avoidance lateral movement system according to the present invention.

Referring to FIG. 11 , the system according to the present invention may include three states: a system off state, a system stand-by state, and a system active state.

The system off state is the first state before the system changes to the standby state. The system standby state is a state in which the system is turned on but not activated and ready for activation. The system activation state is a state in which an operating condition is satisfied and a movement direction is determined or a lateral movement is performed.

Specifically, change (1) refers to a change from a system off state to a system standby state, and may be a case where the ignition of the vehicle is turned on and there is no system failure. Depending on circumstances, if a vehicle is equipped with a switch capable of controlling on/off of the system, the engine of the vehicle is turned on, there is no system failure, and the system is not turned off by a driver's manipulation.

Change (2) refers to a change from a system standby state to a system off state, and may be a case where the ignition of the vehicle is turned off or a system failure occurs. In some cases, if a vehicle is equipped with a switch capable of controlling on/off of the system, the system may be turned off by a driver's manipulation.

Change (3) refers to a change from the system standby state to the system active state. In the case of the first type as described above, it may be a case where the system detects an object, the driver's avoidance action is not detected, and the operating condition is satisfied. In the case of the second type as described above, it may be a case where the system detects an object, the driver activates the system, and the operating condition is satisfied.

Change (4) refers to a change from the system active state to the system standby state. As described above, in the case of the first type, it may be a case in which lateral movement is completed, a case in which there is an override by a driver, or a case in which satisfaction of an operating condition is released. In the case of the second type as described above, it may be a case where the lateral movement is completed or the satisfaction of the operating condition is released.

Change 5 refers to a change from the system active state to the system off state. This may include a case where a system failure occurs or a case where the ignition of the vehicle is turned off.

410, 510, 710, 711, 712: vehicle
420, 520, 720, 721, 722: object

Claims (13)

As a collision avoidance lateral movement system,
a plurality of sensors that detect an object in front;
a processor for determining an operating condition of the system, determining a direction of lateral movement, and outputting a lateral movement command; and
A collision avoidance lateral movement system comprising an actuator that receives the lateral movement command and performs lateral movement of the vehicle. According to claim 1,
The operating conditions are:
An overlap condition satisfied when a lateral overlap of the vehicle and the object is equal to or greater than a minimum ratio compared to a full width of the vehicle, the collision avoidance lateral movement system. According to claim 1,
The operating conditions are:
A collision avoidance lateral movement system comprising a vehicle speed condition satisfied when the vehicle's moving speed is equal to or greater than the minimum speed and equal to or less than the maximum speed. According to claim 1,
The operating conditions are:
and a passing space condition satisfied when a distance between a lane and the object is greater than a lateral length of the vehicle. According to claim 1,
The operating conditions are:
A collision avoidance lateral movement system comprising a lateral speed condition of an object that is satisfied when the lateral speed of the object is less than a preset speed. According to claim 3,
and if the speed of the vehicle is higher than the maximum speed, the processor outputs a command to execute deceleration of the vehicle so that the speed of the vehicle is less than or equal to the maximum speed. According to claim 1,
The vehicle includes a first type in which the system is automatically executed without driver intervention and a second type in which the system is executed based on the driver's intervention. According to claim 7,
The operating conditions are:
Including a vehicle speed condition satisfied when the moving speed of the vehicle is equal to or greater than the minimum speed and equal to or less than the maximum speed,
The collision avoidance lateral movement system, characterized in that the maximum speed set for the second type is higher than the maximum speed set for the first type. According to claim 7,
The processor of the first type of vehicle:
Determining an operating direction in a direction having a larger distance among a distance to a left lane and a distance to a right lane of the sensed object;
determining an operation direction in a direction in which the other object does not exist when an object other than the target object is detected;
determining the direction of motion in the direction opposite to the center lane;
if a dynamic object other than the target object is detected, determining a motion direction in a direction opposite to the other dynamic object; and
determining the direction of the slow driving lane as the direction of motion; Characterized in that the direction of the lateral movement is determined based on at least one of the collision avoidance lateral movement system. According to claim 7,
The processor of the second type of vehicle:
Collision avoidance lateral movement system, characterized in that for determining the direction of the lateral movement based only on the steering operation direction of the driver According to claim 7,
The processor of the first type of changi vehicle:
When a lane exists, the lateral movement command is output within a limited range that does not deviate from the lane;
When the lane does not exist, the collision avoidance lateral movement system, characterized in that for outputting the lateral movement command to be less than a preset movement amount. According to claim 1,
The state of the processor may include at least one of a system off state, a system standby state, and a system activation state. According to claim 7,
The operating condition of the first type vehicle includes a lateral speed condition of an object that is satisfied when the lateral speed of the object is less than a preset speed,
wherein the operating condition of the second type of vehicle does not include a lateral speed condition of the object.

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